In this paper, a small airplane is redesigned by using a distributed electrical propulsion (DEP) system. The design procedure is focused on the reduction of fuel consumption in cruise regime with constrained parameters of take-off/landing. In this case, a one half wing area compared to an original airplane is used. Take-off distance and minimum airspeed for landing is achieved by distributed propellers mounted on the leading edge of the wing. These propellers induce velocity on the wing and thereby increase local dynamic pressure, thus the required lift force can be reached with smaller wing area. Moreover, the distributed propellers are assumed as folded in cruise regime to minimize drag when the main combustion engine provides sufficient power.
In this paper, an aerodynamic and structural computation framework was produced to develop a more efficient aircraft configuration considering a wing with a distributed electric propulsion and its use in different flight missions. For that reason, a model of a regional airplane was used as a case study. The considered model was a nine-seat light airplane with a cruise speed of 500 km/h at an altitude 9000 m. The design of the distributed system is introduced, then the aerodynamic and structural aspects of the new wing with distributed electric propulsion system are calculated, and finally flight performances are calculated for the purpose of analysis of the DEP effect. The design of the DEP system aimed at meeting the required landing conditions and the masses of its components, such as the electric motors, the control units and the power source of the DEP system were estimated. Aerodynamic calculations included computations of different wing aspect ratios. These calculations take into account the drag of the existing airplane parts such as fuselage and tail surfaces. A modified lifting-line theory was used as a computational tool for the preliminary study. It was used to calculate the wing drag in cruise regime and to determine the distribution of aerodynamic forces and moments. Next, based on aerodynamic calculations and flight envelope, the basic skeletal parts of the wing were designed and the weight of the wing was calculated. Finally, fuel consumption calculations for different wing sizes were made and compared with the original design. The results show that a wing with a 35% reduction in area can reduce fuel consumption by more than 6% while keeping the same overall weight of the aircraft.
Purpose – This paper aimed to study the simulation and describe the turbulent fluid flow through a symmetrical tube with a propeller disk set inside it. The Navier–Stokes equations with the model of turbulence (k-ω) are used to describe this problem in space and time. Design/methodology/approach – The propeller disk is represented by the distribution of the vector of velocities along its radius. The main purpose is to describe the boundary conditions at the inlet, at the outlet and special compatible conditions for the simulation of the propeller disk on the both sides. A one-side modification of the Riemann problem is used for the boundary value conditions. Total pressure and total density values and the angle of attack equal to zero are to be used preferentially at the inlet, whereas pressure should be used at the outlet. At the back side of the propeller disk, it is advantageous to use total density and total pressure distributions coming from the distribution of axial velocities on the disk and the total state values at the inlet, with extra-added velocities of rotation. At the front side of the propeller disk, it is preferable to use the distribution of the flowing mass known from the state values computed on the disk. Findings – This set of boundary conditions allows simulation of the air flow twisting behind the propeller/fan including increases in the corresponding pressure. Practical implications – The advantage of this approach is the possibility to solve axial cuts of air ducts. Similarly, it is possible to solve air flow around the engine nacelle of the propeller aircraft. By this approach, it is possible to separate the design of the axial cut air duct from the propeller solution. Originality/value – This approach has been used for new air duct designed on the operating conditions with Star-CCM+ solver.
This paper is focused on the usage of distributed electric propulsion (DEP) in order to increase aerodynamic efficiency. A ten seats aircraft is used as a case study. New design uses the existing fuselage, tail and turboprop engine, only wing is completely redesigned. The cost function for the design procedure consists of two parts. The first one is aerodynamic efficiency, which has a primary impact on fuel consumption, and the second one is weight of the wing. Lifting line theory with blade element momentum theory is used to design a wing geometry with DEP. Optimal geometry is also verified by CFD simulation. The estimation of the wing weight is needed for the second part of the cost function. This was done by the design of elementary wing parts under CS-23 regulation. The wing is assumed as full-aluminium with two spars. The main goal of this optimization is to redesign the wing for a given range and save as much fuel as possible.
Abstract. Experimental investigation of gas dispersion in a critical infrastructure area was performed using a boundary layer wind tunnel. The dispersion of gases is evaluated from the point of view on required function of security systems in case of critical infrastructure accident involving airplane attack. Physical model of the critical infrastructure installed in the wind tunnel is subjected to measurement of gas concentration with flame ionisation detectors.
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